A corpo



C. E. CHAT FIELD.

RAILWAY SIGNAL SYSTEM.

APPLICATION FILED JULY 20. I917.

Patented Dec. 7, 1920.

UNITED STA TE'S i "PATENT OFFICE! CLARENCE E CHATFIELD, 0F BUFFALO, NEW YORK, ASSIGNOR TO THE SIMMEN AUTOMATIC RAILWAY SIGNAL-COMPANY, 0F BUFFALO, NEW YORK, A GORPO RATION OF ARIZONA.

RAILWAY SIGNAL SYSTEM.

Application filed July 20, 1917. Serial No. 181,873.

7 0 all whom it may concern Be it known that I, CLARENCE E. CHAT- FIELD, a citizen of the United States, residing at Buffalo, in the county of Erie, and State of New York, have invented certainnew and useful Improvements in Railway Signal ways in which the trafficv oneach track is normally in a given direction, are protected by automatic signals which provide for the movement of trains in the normal direction of traffic only. If it is desired to move a train in the reverse direction, all of the signals, are set at danger ahead of the train as it progresses along the trackway, and the operator of such a train has no lmowledge as to the condition of the track ahead of him. In a few cases, where traffic in the reverse direction is extremely heavy, it has been found desirable to equip such tracks with signals which are ordinarily used for single track railroads. This gives as much protection to a train running in one direc tion as to a train running in the other direction, but is so expensive that such an application of signals has not found broad use. It is the object of my invention to provide a signal system which normally pro-1 tects trains running in the normal direction of traffic, but is also arranged to give protection to trains running in'the' reverse direction.

Other objects and advantages will'appear the description of the invention progresses, and the novel features willbe particularly pointed out in the appended claims.

In describing the invention in detail,

reference is had to the accompanying draw ing wherein I have illustrated in diagrammatic form a preferred physical embodiment of my invention, and wherein like characters of reference designate" corre sponding partsin the several blocks.

2 In the drawing, 1, 1 are the rails of a trackway, which is divided by insulated omts 2, 2 into three main blocks, A, B and C, these main blocks being divided by further insulating joints 2, 2 into sub-blocks A A and A which are parts of the main block A; B B and B of the main block B; and d C and G which are parts of the main block C. The normal direction of traffic over the trackway is from right to left, as indicated by the arrow. 1 a

As the main blocks, A, B and C are identical, I will merely describe the apparatus relating to the main block A. At the end of the main block A, at which trains enter the block in the normal direction of traffic,-

is located a signal 3?. This signal may be any type of signal which is well known in the art forgiving indications to the operator of an approaching train, and I have not considered. it necessary to show a detailed view of such signal. I wish it understood, however, that this signal, in whatever form it may be, would be arranged to give indications in both directions ,That

is, a train approaching in either direction would obtain a distinctive indication by day or by night, of the position of the si al.

* ach'sub-blo'ck A A and A has at one end a track battery 4, which is connected byv suitable conductors to the track rails. Connected to the opposite end of the rails of the sub-block A by the wires 39 and 40, is the track relay 5*.

mally energized through'the following cir-i The track relay 5 is norcuit': from the positive side of the track battery 4 to the rail, wire 39, track relay 5, wire 40*, track rail to the negative side of the battery 4. The track relay 5 has five neutral armatures, 11 12 13*, 14 and 15*. When the track relay 5 is energized, the armatures Il 12 and 14 are adapted to touch the contacts 21, 22 and 24 respectively, a-nd'when the relay is deenergized the arlnatures 13 and 15 are adapted to touch tively.-

Connected to the rails at the end of the subthe-contacts 23 and 25 respecwhich are parts relay; 6.

and 30 respectively, and when the relay is deenergized, the armatures 18 and 19 are 7 adapted to touch the contacts 28 and 29 resgectively.

onnected to the track rails of the subblock A by the wires 51 and 52 is the track relay 7.. The relay 7 is normally energized: through the following circuit:

' from the positive side of the battery 4 to "is adapted to touch the contact The rela 8 is normally deenergized. [he

the track rail, wire 51, relay 7, wire 52, track rail to the negative side of the battery 4. The relay 7 has threeneutral armatures 31, 32, and 33, which are adapted, when therelay 7 is energized, to touch the con tacts 41., 42 and 43 respectively.

There is also'related to the block A an auxiliary relay 8.

neutral armatures 34 and 35. When the relay 8 is energized, the armature .34 is adapted to touch the contact 44, and when the relay is deenergized' the armature 35 re is related to the block A a reverse traffic control relay 9. The relay 9 has three neutral armatures 36, 37 and 38. When the relay 9 is energized, the armatures 36 and 37 are adapted to touch the contacts 46 and 47, and when the relay is 'denergized, the armature 38 isadapted to touch contact 48.

block A a signal battery 10.

which have been described are suitably connected' by electrical conductors or wires which will'be more fully described in the description of circuits hereinafter set forth.

Normally, the signal 3 is held in the clear position through the following circuit: from the positive side of the battery 10 to the wire 54, signal 3, wire 53, 75, ar-

mature 38, contact 48, wire 73", contact 41,armature 31, wire 58, contact 26, armature 16, wire 57, contact 21, armature 55" of the battery 10.

11, wire 56, wire 55 to the negative side Let us now assume that a train ap-' 'pro'aching the signal 3 in the normal direction of traffic; The signal 3 willbe in the clear position provided there is no train accupying any part of the block A and also rovided that there is no train in the sublocks B or B movin in the reverse direction. As soon as the assumed train has When the relay 6 is energized the armatures 16, 17 and 20 are adapted to touch the contacts. 26, 27

The relay 8 has two The relay 9 is normally denergized. There is also. related to the The parts passed the signal 3 and entered the subblock A, the track relay 5 will become deenergized due to the short circuiting of the track battery 4 by the wheels of the train. This will cause the signal 3 to assume the danger position as its control circuit is now broken at the contact 21. It will also cause the auxiliary relay 8 to become energized through the following circuit: from the positive side of the battery 10 to the wire 66, wire 67, contact 30, armature 20, wire 71, contact 25, armature 15, wire 77, relay 8 wire 55 to the negative side of the battery 10. The energizing of the relay 8, closes astick circuit for this relay as follows: from the positive side of the battery 10 to the wire 66, wire contact 23, armature 13, wire 63, armature 34, contact 44, wire 78, relay 8, wire 55. to the negative side of the battery 10.

WVhen the train passes into the sub-block A,

the track relay 6 will become de'elnergized due to the short circuiting of its correspondingtrack battery 4 by the wheels of thetrain. T his will cause the signal 3 to still remain at danger, as its control circuit is now broken at the contact 26, while the operating circuit of the auxiliary relay 8 is now broken at the contact 30, this, relay will still remain energized, as its stick circuit is still closed, as follows: from the positive side of the battery 10'to the wire 66, wire 65, wire 64, contact 28, armature 18, wire 62, wire 63, armature 34, contact 44, wire 7 8, relayS, wire 55 to the negative side of the battery 10.

When the train enters'the sub-block A, the track relay 7 will become deenergized due to theshort circuiting of its corresponding track battery 4 by the wheels of the train; thus the signal 3 will remain in the danger position, due to the opening ofits control circuit atthe contact 41. The aux-' iliary relay 8 will again become deenergized contact 28.

Theypassage of the train. through blocks B and G will result inoperations similar to those described for block A.

7 Let us now assumethat a train is approachlng the block C lnthe reverse direction of'movement. Asrsoon as the train enters the sub-.block C the track relay 7 will'bedeenergized due to the short circuiting of its corresponding track battery 4 by the wheels of thetrain. This will maintain the signal 3" at danger, due'to the opening of its control circuit'at'the contact 41. V The signal 3 will have been previously 'set at danger due to the energizing of the reverse trafiic control relay in the block through which the train has just passed. A similar operation will be hereinafter described,

when the signal 3 will be set at danger due to the energizing of the reverse trafiic control relay 9.

As soon as the train enters the sub-block C the track relay 6 will be deenergized due to the short circuiting of its corresponding track battery 4 by the wheels of the train. This causes the opening of the normal control circuit for the signal 3 at the contact 26 but the signal 3 will be cleared as hereinafter described. It will also cause the reverse trafiic control relay 9 to become energized through the following circuit: from the positive side of the battery 10 to the wire 66, armature 35, contact Wire 72, armature 14, contact 24, wire 79, armature 19, contact 29, wire 68, relay 9, wire 70, and Wire 55 to the negative side of the battery 10. The energizing of the relay 9 closes a stick circuit for this relay as follows: from the positive side of the battery 10, to the wire 66, wire 81, contact 43, armature 33, wire 76, armature 36, contact 46, wire 69, relay 9, wire 70, wire 55,

to the negative side of the battery 10. The V energizing of the relay 9 sets the signal 3 at danger as the control circuit for this signal is now broken at the contact 48. The energizing of the relay 9, provided no train is occupying any part of the block B, sets the signal 3 at clear through the following circuit: from the positive side of the battery 10 to the wire 54, signal 3, wire 53, wire- 74, contact 47, armature 37, wire 59, armature 12, contact 22, wire 60, armature 17, contact 27, wire 61, armature 32,

contact 42, wire 80, wire 55 to the negative side of the battery 10.

Vhen the train enters the sub-block C the track relay 5 becomes deenergized due to the short circuiting of its corresponding track battery 4 by the wheels of the train. This, however, does not set the signal 3 at danger, as this signal is still held at clear by the circuit through the contacts of the reverse trafiic control relay 9, as it has heretofore been described. While the deenergizing of the relay 5 opens the operating circuit of the relay 9 at the contact 24, this relay does not become deenergized as its holding circuit, which has heretofore been described, is still closed; thus the signal 3 remains at clear.

As soon as the train passes the signal 3 and enters the sub-block 13, the track relay 7 will become denergized. This will cause the reverse traific control relay 9 to again become deenergized due to the opening of its stick circuit at the contact 43, and the signal 3 will therefore, again go tothe danger position. As soon as the wheels of the train clear the sub-block C the signal 3 will again go to the clear position, due to i the closing of its normal control circuit at the contact 21. It will be noted, however, that the signal 3 cannot again be cleared by a following train until the first train has left the block B. Y

The progress of the train through the block B and the block A will result in operations similar to those described for its passage through the block 0.

It will be observed that the operation of the auxiliary relays and the reverse traflic ing through the block in the normal direc-' tion of trafiic cannot cause the reverse traflic control relay 9 to become energized. It will also be noted that when a train is moving .through the block B in the reverse direction of traflic, the reverse traflic control relay 9 will become energized when the train enters the sub-block B and will remain energized until the train enters sub block A While I have shown fixed signals for advising train operators of the condition of the track, I wish it understood that I do not mean by this particular specific showing to exclude the use of other and well known equivalents of fixed signals, as it is well known to those skilled in the railway signaling art that whether or not ramp-rails and cab signals are substituted for fixed signals is well within the skill of those versed in the art of railway signaling. Although I have particularly described the construction of one physical embodiment of my invention, and explained the op eration and principle thereof, nevertheless,

I desireto have it understood that the form selected is merely illustrative, but does not exhaust the possible physical embodiments of the idea of means underlying my invention.

What I claim as new and desire to secure progresses through the block;

2. In a railway signal system, a trackway divided into blocks, a signal at the entrance to each block, means for normally holding signal to the clear position as said train 7 I said signal in the clear position, means for setting said signal to the danger position when a tram, moving in a direction opposite to the normal dlrection of traiiic, ap-

- 'proaches the block, and means for returning said signal to the clear position as said train progresses through the'block, provided the block in advance of the train is clear.

3. In railway signal system, a trackway divided into blocks, asignal at the entrance to each block, means for normally holding said signal in the clear position, means for setting said signal to the danger position and maintaining it in the danger position as a train progresses-through the block, moving in the normal direction oi" trailic, means for setting said signal to the danger position when a train moving in a direction opposite to the normal direction of traffic approaches the block, and means for returning said; signal to the clear position as said train progresses through the block.

' 4. In a railway signal system, a trackway divided into blocks, a signal at the entrance to: each block, two means for, operating said signal to and holding said signal in the clear'position, one of said means normallyoperat-lng'sai'd' signal to and holding it in the clear position, and the other means including a'norinally open circuit operating said signal to and holdlng 1t 1n the clear position when said signal is approached by a a train moving in a direction opposite to thenormal direction oftraflic.

In a railway signal system, a trackway divided into blocks, a signal at the entrance to each block, two'means for operating said signal to and holding said signal in the clear position, one of said means normally operating said signal to and holding it in the clear position and the other means including a normally open circuit operating said signal to and holding it in the clear position when said signal is approached by a train moving in a direction oppositeto the normal direc-- tion of traffic, provided the block in advance of'the train is-clearg '6. In a railway signal system, a trackway divided intomain blocks, each of said mainblocks being divided into a plurality of sub-i blocks, a normally closed track circuit for each sub-blo'ck, a reverse traflic control relay associated with each main block, means in} cluding a normally open circuit for operating said reverse traffic control relay when a train passes through the main block in a direction opposite to the normal direction of traflic and further means for preventing the operation of said relay when a train passes through the block in the normal direction.

7, In a railway signal system, a trackway divided into main blocks, each of said main' blocks being'divided into a plurality of sub- .block's,'a normally closed track circuit for i' said train is clear.

each sub-block, a reverse trafiic control relay associated with each main block, a signal at the entrance to each mainfbloek, means 7 including a normally open circuit controller operated by said reverse traffic control relay} for setting said signal in the clear position,

means for operatingsaid reverse trafficconto each block, means for normally holding said signal in the clear position when the block is unoccupied and when no tr in is approaching the block, moving'in a direc-' divided into blocks, a signal at the entrance tion opposite to the normal direction of traf-i .f;

iic, means for setting said signal to danger and maintaining it at danger whenv a train moving in the normal direction of traflic occupies the block, means for setting the direct-ion opposite to the normal direction of traffic approaches the block, and means for returning the signal to'the clear position assaid train progresses through the signal at danger when a train moving 1n block, provided the block in advance of the 9. In a railway signal s stem, a track- 'way divided into main blocks,'each of said IHQIILBlOCkS being divided into a'plurality of sub-blocks, a normally closed trackcir cuit for each sunblock, a signal at-theen trance to each main block, a normally dejenergized reverse trafiic control relay associated with each main block, a; circuit for normally holding said signalin the clear po sition, said circuit including the front con tacts of the track relays of the sub-blocks included in the main block with which the sig- 7 nal is associated, and the backcontact of the reverse traffic control relay in the blocking;

advance, and a second circuit for'moving said the block with which the sign'al is 'associ ated, and the iront contacts of the track relays of the sub-blocks included in; the main blockin'the rear of the said signalsignal to the clear position when a train is moving through the block in'the reverse .di-

rection, said circuit including the front con- .tact of the reverse trafiic control relay inn;

10. Ina railway signal system, a trackway dividedinto main blocks, each oi'said main blocks being divided into a plurality of sub-blocks, va normally closed track circuit for each sub-block, a signal at the entrance toeachmain block, a normally de-- energized reverse trafiic control'relay associated with each main block, means 'for main- V taining the saidwrelaywdeenergized when a train "passesthrough the block in the nor mal direction of traffic, further means for energizing said relay When a train passes through the block in the reverse direction, a circuit for normally holding said signal in the clear position, said circuit including the front contacts of the track relays of the sub-blocks included in the main block With which the signal is associated, and the back contact of the reverse trafiic control relay 10 in the block in advance, and a second circuit for moving said signal to the clear position When a train is moving through the block in the reverse direction, said circuit including the front contact of the reverse traffic control relay in the block With Which the signal is associated, and the front contacts of the track relays of the sub-blocks included in the main block in the rear ofthe said signal.

CLARENCE E. CHATFIELD. 

